Battery ignition device



Aug. 22, 1933. w. DE FLIGU E ET AL BATTERY IGNITION DEVICE Filed Dec. 17, 1931 2 Sheets-Sheet 1 W-il l I W H (9 i l I AI O N s 1%; (WW

l\ a. m

m I QW N U HW M GA zvalle,

INVMTORS Aug. 22, 1933- w. DE FLIGUE ET AL 1,923,615

' BATTERY IGNITION DEVICE Filed Dec. 17, 1951 2 Sheets-Shet 2 B MOM/ M Patented Aug. 22, 1933 UNITEE) STATES FATENT @FFICE I BATTERY IGNITION DEVICE Wladimir dc Fligu and Paul Lavalle, Paris, France Application December 17, 1931, Serial No. 5813M), and in France December 19, 1930 6 Claims. (Cl. 123-1465) The object of my invention is a purely elec trical device for automatically switching the current on or oii, in battery coll ignition devices of internal combustion engines, according to whether the engine is stopped or is running.

It is well known that one of the drawbacks of battery ignition systems is the risk of the battery running out and the ignition coil being damaged through the contact not being switched.

off.

This drawback may be, henceforth, avoided by means of the device according to my invention, said device being so contrived as to automatically break the current when the engine stops and to immediately make the contact again when it is started.

The operation of the device according to my invention is based on the fact that the nature of the current differs ccording to whether the 0 engine is runnig or not. Effectively, said our rent is discontinuous in the first case and in the second case its intensity a constant valuesaid value being positive or null according to Whether the contact breaker is in the open or the closed position.

This characteristic may be taken advantage of by providing a suitable relay, said relay being of the electrc-magnetic or thermic type for instance, and adapted, on the one hand, to be in the operative or inoperative position, according to whether it is energized by a discontinuous current, or by a positive continuous current, or by a current at zero, on the other hand, to control a contact breaker which is mounted on t -e i nition circuit.

A device according ot my invention comprises a transformer, the primary of which is mounted in series with that of the ignition coil, while the secondary feeds the circuit or" a relay which controls a contact breaker mounted on the ignition circuit.

When the engine is running, the discontinuous current of the ignition circuit induces, in the circuit of said relay, a current which keeps it in the operative position.

When the engine is stopped, no current is induced in the circuit of the relay, the ignition circuit receiving either a positive current or a current at zero, and said relay falls into the inoperative position, thus opening the ignition circuit.

It is a further object of my invention to provide the circuit of said relay with a current rectifier insuring its energizing under better conditions.

Another object is to provide for the control of the above mentioned contact breaker a thermic relay comprising dual blades so arranged as not to be affected by the variations of the circumambient temperature or of the tension of the storage battery.

Preferred embodiments of my invention will be hereinafter .escribed with reference to the accompanying drawings, given merely by Way of example, and in which:

Fig. 1 is a general diagrammatic view of a first embodiment of my invention.

Fig. 2 is a diagrammatic view of an improvement in the detail of said embodiment.

Figs. 3 and i are general diagrammatic views of two other embodiments.

In the device shown in Fig. l, the ignition circuit runs from the battery accumulator 1, which is connected to the frame at point 2, to a switchboard ammeter 3, a switchboard contact breaker i, an automatic contact breaker 5, the primary 6 of a transformer 7, the contact breaker 8, shunted by a condenser 9 and the primary 10 of the ignition coi]. not shown. It is then connected to the frame at point 11. S0

A relay 12, which is eventually shunted by a condenser 13, controls contact breaker 5, which is urged towards the open position by a return spring 14. Said relay 12 is mounted in series on the circuit of the secondary 15 of transformer 7 and is connected to the frame at 16.

The latter circuit is connected on the other hand, through an emergency resistance 17, with the starting circuit, which runs from battery 1 to the starting contact 18, to a starter 19 and is connected to the frame 20.

Said device is operated as follows: V

The engine being stopped, contact breaker 5 being in the open position, starting contact r 18 is closed thus actuating starter 19 on the one hand, while on the other hand, causing a cur- .rent to run through points 2, l, 18, 1'7, 12, and

16, said current actuating relay 12 so as to bring contact breaker 5 to the closed position.

As soon as said contact breaker is closed, the current runs from battery 1, through primary 6 of transformer 7, to primary 10 of the ignition coil.

When the engine is running, the starting contact is open and breaks the feeding circuit of the relay, but the interrupted current passing through the primary or" the transformer, induces, in secondary 15, a current which keeps relay 12 energized, said relay 12 thus insuring the keeping of contact breaker 5 in the closed position.

When it is desired to stop the engine, it is only necessary to draw contact breaker 4 to the open position. No current whatsoever running through transformer ,7, relay 12 is no longer energized and contact breaker 5 is drawn to the open position by spring 14. It is indifferent whether the contact breaker remains in the open or the closed position, since relay 12 can only be energized when the engine is started again and this starting can never occur at the wrong moment, even if switchboard contact breaker 1 is automatically closed by a spring when released by the conductor.

In order to allow the starting of the engine by means of a crank, a supplementary contact may be provided, said contact being operated by said crank or by a switchboard control gear.

Fig. 2 shows an improvement of detail which may be applied to the devices according to diagrams 1 and 2. In Fig. 2, the variable current of secondary 15 of the transformer runs through a current rectifier 24 and is undulated by a condenser 25, which is mounted parallel to said rectifier 24. Said device offers this advantage that it insures the energizing of relay 12 under better conditions.

Fig. 3 shows another arrangement comprising a thermic device, for instance a dual blade, In this figure, the current induced into secondary 15 of transformer 7 runs through a resistance 21 and a dual blade 26. A second dual blade 2'7, which opposes first dual blade 26, to which it is connected for this purpose by a small rod 28, compensates the deformations of dual blade 26 owed to the variations of the circumambient temperature.

The circuit of the starter comprises, between starting switch 18 and starter 19, a branch in the direction of a resistance 1'7, active dual blade 26 and point 16 connected to the frame.

Dual blade 26 controls contact breaker 5, the contact studs of which may be secured, for instance, to the extremities of two spring blades 22, 22a, which are constantly urged towards open position by their elasticity.

Finally, the whole device is so contrived that the deformation of the thermic device due to the joul'e effect of the current which runs through dual blade 26, keeps contact 5 in the closed position. When said current no longer runs through dual blade 26, the latter recovers its initial shape and contact 5 is brought to the open position.

This device is operated as follows: The engine is started as in the device according to Fig. 1, 'elay 12 being replaced by the thermic device 26 which controls contact 5.

Resistances 17 and 21 may, to advantage, be made of a metal having a high coefficient of temperature, this having the advantage of compensating, in the branch circuit of the starter, the effect of the drop of tension due to the action of said starter, and, furthermore, of heating the dual blade very rapidly.

According to another embodiment of the device according to my invention, both dual blades 26, 2'7 are heated, the former by the primary current of the ignition coil which it receives, the latter by a continuous current originating from the terminals of the storage battery and switched off by the automatic contact breaker at the same time as the ignition coil. Through a judicious selection of the thermic devices and of the heating elements, this device offers the advantage of not being affected by the variations of tension of the storage battery which may occur during the operation.

Fig. 4 shows a device of this type, given by way of example.

In said device, the ignition circuit runs from storage battery 1 connected to the frame at point 2, to switchboard ammeter 3, to active dual blade 26, to a blade 31 which is actuated by said dual blade 26 as will be more fully described hereinunder, to a contact 32 controlled by said blade 31, to contact breaker 3 which is shunted by condenser 9, to ignition coil 10 and to point 11 connected to the frame. A resistance 29, which heats compensating dual blade 2''! and is connected to the frame at 30, is fed by means of a branch, originating between contact 32 and circuit breaker 8.

In the circuit of the starter, a branch, originating between starting contact breaker 18 and starter 19, feeds, through a resistance 36, an electro-magnet 33 which actuates blade 31 and is connected to the frame at point 34.

Electro magnet 33 opposes the action of a return spring 35 which constantly tends to open contact 32 and to cause the extremity of blade 31 to engage under dual blade 26 so as to keep the latter uplifted.

Finally, the device comprises a contact breaker 37 on the conductor which feeds resistance 29.

Said device is operated as follows: The engine being stopped and contact 32 in the open position, starting contact 18 is closed. This causes a current to run through points 2, 1, 18, 36, 33

and 34, said current acting on blade 31 in such a manner as to close contact 32. ment of blade 31 releases dual blades 26 and 27, which take the position shown in Fig. 4. a

As soon as contact 32 is closed, the current is allowed to run from battery 1, through ammcter 3, dual blade 26, blade 31, contact 32, contact breaker 8, coil 10, to point 11, said current being branched to feed resistance 29, which is connected to the frame at 30.

This disp1ace- Both dual blades 26, 27, heated by their re spective currents, take an equilibrated position, dual blade 26 not extending beyond the extremity of blade 31.

When the engine is running, starting contact 18 is in the open position and coil 33 is no longer fed. Spring 35 tends to draw back blade 31, but the latter bears against dual blade 26 and contact 32 remains closed.

At this moment, if, through a cause not concerning the ignition circuit, the engine happens to stop, and if contact breaker 8 is in the closed position, the average intensity of the current passing through dual blade 26 is increased and imparts an important bend to said dual blade 26, so that blade 31 is released and drawn by spring 35, contact 32 and the feeding circuit of the coil, being thus open.

All that is necessary to stop the engine is to open contact 37. To this efiect, a control through the contact key be provided.

If both dual blades 26, 27 are given suitable characteristics, taking into account the variations of temperature to which they will be sub jected while the device is operated, it will be possible to obtain a perfect compensation which may be reached Whatever may be the tension of the battery, so that the influence of the variations of tension of said battery may be eliminated.

accumulators are thoroughly protected by the elimination of the risk or" untimely exhaustion of the battery through the primary of the ignition coil, if one omits to open the contact when the engine is stopped. The ignition coil is likewise protected, since its circuit is broken directly the current becomes continuous. Furthermore, the primary current is interrupted in case of deterioration of the coil or of breaking down of the breaker condenser, or of any other occurrence resulting in defective operation. Finally, the use of an ignition key becomes unnecessary and that, for instance, of a starting switch and of a stoppin switch, which require no control, is quite sufficient.

While I have disclosed what I deem to be preferred embodiments of my invention, I do not wish to be limited thereto, as there may be changes made in the disposition of the parts, for instance in details in the mounting of auxiliary circuits, in the number and in the nature of the contact breakers, resistances, condensers, thermic devices, in the disposition according to which they are heated, etc, without departing from the scope of my invention.

Other arrangements based on the same principle may be adopted. For instance, transformer '7 might be replaced the existing induction coil.

In this instance, it will only be necessary to feed the controlling relay of automatic contact breaker 5 by means of the secondary of the ignition coil, this being achieved either directly, or by means of rectifier 24 and condenser 25, as in Fig. 3.

W hat we claim is:

1. A battery ignition device comprising a feeding battery, an igntion circuit fed by said battery, an electro-magnetic relay, a transformer, the primary of said transformer being mounted in series on the ignition circuit while its secondary is connected with the winding of said relay, a contact breaker in the ignition circuit, conecting means between said relay and said contact breaker, said connecting means being adapted to close the contact breaker when the relay is energized and to open said contact when the relay is released.

2. A battery ignition device comprising a feeding battery, an ignition circuit fed by said battery, a thermic relay adapted to be subjected to deformations when heated by a current running through it, a transformer, the primary of said transformer being mounted in series on the ignition circuit while its secondary is connected to said relay, 2. contact breaker on the ignition circuit, connecting means between said relay and said contact breaker, said connecting means being adapted to close said contact breaker when said relay has been subjected to deformations, and to open said contact breaker when said relay is in its primitive shape.

3. A battery ignition device comprising a feeding battery, an ignition circuit fed by said battery, a first dual blade so-called active dual blade, a second dual blade so called compensating dual blade similar to the active dual blade and mounted in opposition to same, a small rod jointed to the extremities of said dual blades, a transformer, the primary of said transformer being mounted in series on the ignition circuit while its secondary is mounted in series with the active dual blade, a contact breaker on the ignition circuit, connecting means between said contact breaker and said active dual blade, said connecting means being adapted to close the circuit when the active dual blade is subjected to deformations by the heating due to a current running through it, and to open said circuit when the active dual blade is in its primitive shape.

4. A battery ignition device comprising a feeding battery, an ignition circuit fed by said battery, a relay, a transformer, the primary of said transformer being mounted in series With the ignition circuit, connecting means between its secondary and the relay, a current rectifier inserted in said connecting means, a contact breaker on the ignition circuit, connecting means between said relay and said contact breaker, said connecting means being adapted to close the contact breaker when the relay is energized and to open it when said relay is released.

5. A battery ignition device comprising a feeding battery, an ignition circuit fed by said battery, a first dual blade so called active dual blade, a second dual blade so called compensating dual blade similar to the active dual blade and mounted in opposition to same, a small rod'jointed to the extremities of both dual blades, said active dual blade being mounted in series on the ignition circuit, a contact breaker on said ignition circuit, a resistance branched on said ignition circuit, and adapted to heat the compensating dual blade, connecting means between said active dual blade and the contact breaker of the ignition circuit, said connecting means being adapted to close said contact breaker when said active dual blade is in the average position corresponding to the intermittent running of the current through the ignition circuit, and to open it when said dual blade is in the position which corresponds to the continuous running or" the battery current through the ignition circuit.

6. A battery ignition device comprising a feeding battery, an ignition circuit fed by said battery, a dual blade so called active dual blade, another dual blade so called compensating dual blade similar to the active dual blade and mounted in opposition thereto, a small rod jointed on the extremities of both dual blades, the active dual blade being mounted in series on the ignition circuit, a contact breaker on the ignition circuit, a resistance branched on said ignition circuit, adapted to heat the the compensating dual blade, a contact breaker on the branch feeding said resistance, connecting means between said active dual blade and the contact breaker of the ignition circuit, said connecting means being adapted to close said contact breaker when said active dual blade is in the average position corresponding to the intermittent running of the current through the ignition circuit, and to open said contact breaker when said active dual blade is in the position which corresponds to the continuous running of the battery current through the ignition circuit.

WLADIMIR DE FLIGUE. PAUL LAVALLEE. 

